Frame rail assemblies and interlocking frame rail systems

ABSTRACT

A frame rail assembly for a boat dock structure includes a frame rail member and a removable resilient rub-rail member. The frame rail member includes a first side configured for securing the frame rail member to a side of the boat dock structure; a second side opposing the first side; a first channel extending along a length of the frame rail member; and a second channel below the first channel, the second channel extending along the length of the frame rail member. An interlocking frame rail system for boat dock structures includes a first frame rail member, a second frame rail member, and an upper connector member extending along at least a portion of a length of the first frame rail member and at least a portion of the length of a second frame rail member.

RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 61/140,905, filed Dec. 26, 2008, titled “NOVELENHANCED MODULAR RUB-RAIL ASSEMBLY;” the content of which isincorporated by reference herein in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to frame rail assemblies forboat dock structures, and to an interlocking frame rail system foreffectively and easily interlocking corresponding frame rails.

2. Related Art

Many boat dock structures are designed such that they may accommodaterub-rails. Rub-rails are often fastened to the sides of boat dockstructures using mechanical fasteners, such as screws, nails, or bolts.This creates potential tear or fracture points along the rub-rails.Impact from watercraft vehicles may easily dislodge rub-rails that aremechanically fastened to the sides of boat docks. Thus, there is anongoing need for rub-rails that may be securely coupled to the sides ofboat dock structures.

Frame rails for boat docks exist in a variety of designs. A frame railsystem may be designed to accommodate an existing boat dock structure;or conversely, a boat dock structure may be designed to accommodate anexisting frame rail system. However, existing designs for frame railsfail to provide an effective and relatively simple means forinterlocking corresponding frame rails so as to provide for the couplingof separate boat dock structures. In addition, the existing designs forframe rail systems fail to provide a means for effectively accommodatingrub-rails, as described above. Thus, there is an ongoing need for framerail systems that provide an effective means for interlockingcorresponding frame rails. There is also an ongoing need for frame railsthat provide for the effective accommodation of rub-rails.

SUMMARY

To address the foregoing problems, in whole or in part, and/or otherproblems that may have been observed by persons skilled in the art, thepresent disclosure provides methods, apparatus, instruments, and/ordevices, as described by way of example in implementations set forthbelow.

According to one implementation, a frame rail assembly for a boat dockstructure includes a frame rail member and a first removable resilientrub-rail member. The frame rail member includes a first side, a secondside opposing the first side, a first channel extending along a lengthof the frame rail member, and a second channel below the first channeland extending along the length of the frame rail member. The firstrub-rail member may project outward from the second side and may extendalong at least a portion of the length of the frame rail member. Thefirst rub-rail member includes a first coupling member extending throughthe first channel in engagement therewith, and a second coupling memberextending through the second channel in engagement therewith.

According to another implementation, an interlocking frame rail systemfor boat dock structures includes a first frame rail member, a secondframe rail member, and an upper connector member extending along atleast a portion of the length of the first frame rail member and atleast a portion of the length of the second frame rail member. The firstframe rail member may include a first side configured for securing thefirst frame rail member to a side of a first boat dock structure, asecond side opposing the first side, a first channel extending along thelength of the first frame rail member, and a second channel below thefirst channel and extending along the length of the first frame railmember. The second frame rail member may include a first side configuredfor securing the second frame rail member to a side of a second boatdock structure, a second side opposing the first side, a first channelextending along the length of the second frame rail member, and a secondchannel below the first channel and extending along the length of thesecond frame rail member. The upper connector member may include a firstcoupling member extending through the first channel of the first framerail member in removable engagement therewith, and a second couplingmember extending through the first channel of the second frame railmember in removable engagement therewith.

According to another implementation, a method for interlocking boat dockstructures includes aligning a first frame rail member with a secondframe rail member, securing the first frame rail member to a side of thefirst boat dock structure, securing the second frame rail member to aside of the second boat dock structure, and coupling the first framerail member to the second frame rail member by removably engaging afirst coupling member of an upper connector member with a first channelof the first frame rail member and removably engaging a second couplingmember of the upper connector member with a first channel of the secondframe rail member.

Other devices, apparatus, systems, methods, features and advantages ofthe invention will be or will become apparent to one with skill in theart upon examination of the following figures and detailed description.It is intended that all such additional systems, methods, features andadvantages be included within this description, be within the scope ofthe invention, and be protected by the accompanying claims.

BRIEF DESCRIPTION OF THE FIGURES

The invention can be better understood by referring to the followingfigures. The components in the figures are not necessarily to scale,emphasis instead being placed upon illustrating the principles of theinvention. In the figures, like reference numerals designatecorresponding parts throughout the different views.

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly according to the present invention, showing a frame railmember secured to a side of a boat dock structure.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing firstand second rub-rail members.

FIG. 7 is a perspective view of an interlocking frame rail systemaccording to the present invention, showing a portion of a first framerail member and a portion of a second frame rail member.

FIG. 8 is a perspective view of a portion of the first frame rail memberillustrated in FIG. 7.

FIG. 9 is a perspective view of a portion of a connector member that maybe utilized in an interlocking frame rail system according to thepresent invention.

FIG. 10 is an elevation view of the interlocking frame rail systemillustrated in FIG. 7 and the connector member illustrated in FIG. 9.

FIG. 11 is a side elevation view of an alignment pin that may beutilized in an interlocking frame rail system according to the presentinvention.

FIG. 12 is front elevation view of the alignment pin illustrated in FIG.11.

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems according to the presentinvention.

DETAILED DESCRIPTION

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly 100 according to the present invention, showing a framerail member 101 secured to a side of a boat dock structure 104. Theframe rail assembly 100 may generally include the frame rail member 101and a removable resilient rub-rail member 128. The frame rail member 101generally includes a first side 102 configured for securing the framerail member 101 to the side of the boat dock structure 104, a secondside 108 opposing the first side 102, a first channel 116 extendingalong a length of the frame rail member 101, and a second channel 120extending along the length of the frame rail member 101.

As illustrated in FIG. 1, the rub-rail member 128 may project outwardfrom the second side 108. The rub-rail member 128 generally extendsalong at least a portion of the length of the frame rail member 101. Therub-rail member 128 may include a first coupling member 132 extendingthrough the first channel 116 in engagement therewith, and a secondcoupling member 136 extending through the second channel 120 inengagement therewith. The first coupling member 132 and the secondcoupling member 136 generally extend continuously along a length of therub-rail member 128. As also illustrated in FIG. 1, the first channel116 may include an inner section 140 and an outer section 144 that opensat an outer surface of the frame rail member 101, where the innersection 140 has a larger cross-sectional area than the outer section144. As further illustrated in FIG. 1, in some implementations a topsurface 112 of the frame rail member 101 may be sloped and the outersection 144 of the first channel 116 may open at the top surface 112.The second channel 120 may include an inner section 148 and an outersection 152 that opens at an outer surface of the frame rail member 101,where the inner section 148 has a larger cross-sectional area than theouter section 152. The shapes of the first coupling member 132 and thesecond coupling member 136 may be complementary to the respective shapesof the first channel 116 and the second channel 120, such that therub-rail member 128 may be limited to longitudinal insertion and removalby, e.g., slidably inserting the rub-rail member 128 into the frame railmember 101 or slidably removing the rub-rail member 128 from the framerail member 101. For instance, the coupling members 132, 136 may not beremoved by pulling them out from the frame rail member 101 in adirection perpendicular to the length of the frame rail member 101. Therub-rail member 128 may include an outer bumper shell 156 projectingoutward from the second side 108 of the frame rail member 101, and aninner rib 160 disposed inside the outer bumper shell 156. The inner rib160 may be configured for supporting the outer bumper shell 156 uponheavy impact, and may be oriented so as to be less deformable than theouter bumper shell 156. For example, the inner rib 160 may projectoutward from the frame rail member 101 such that the inner rib 160 comesinto contact with the outer bumper shell 156 upon heavy impact, thuscreating a support mechanism for keeping the outer bumper shell 156 fromcoming into contact with the frame rail member 101 upon heavy impactfrom watercraft vehicles. The rub-rail member 128 may include at leastone raised ridge 164 for improved traction. The removable rub-railmember 128 may be constructed from, for example, high-densitypolyurethane, polyethylene, or various other types of polymers.

The frame rail member 101 may be made of, for example, extruded aluminumwith engineered first and second channels 116, 120. As illustrated inFIG. 1, the frame rail member 101 may include one or more toe members168 for securing the first side 102 of the frame rail member 101 to theside of the boat dock structure 104. The frame rail member 101 may beconfigured such that a user may subsequently construct the boat dockstructure 104 to accommodate the frame rail member 101; or the user maysecure a frame rail to an existing side of a boat dock structure (asdiscussed below with respect to FIG. 5). Those of skill in the art willappreciate that the frame rail member 101 may be secured to the side ofthe boat dock structure 104 by any suitable means.

It will be understood that the term “boat dock structure” is not meantto limit the scope of the invention to use in conjunction with boat dockstructures such as boat docks, fingers and headwalks. The term “boatdock structure” as used herein may encompass any and all types ofstructures that may utilize the present invention, such as, for example,automobile trailers, buildings and the like.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly 200 according to the present invention, showing aframe rail member 201 secured to a side of the boat dock structure 104.FIG. 2 illustrates a rounded top surface 212 of the frame rail member201 and an alternative location for a first channel 216 of the framerail member 201, and accordingly illustrates an outer section 244 and aninner section 240 of the first channel 216. In the present example, theouter section 240 of the first channel 216 opens at the rounded topsurface 212 of the frame rail member 201. In the present implementationillustrated in FIG. 2, a first coupling member 232 of a removablerub-rail member 228 is complementary in shape to the first channel 216of the frame rail member 201, thus limiting the rub-rail member 228 tolongitudinal removal from the frame rail member 201. The frame railassembly 200 may be utilized as described above with respect to FIG. 1,or as otherwise described herein.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly 300 according to the present invention, showing aframe rail member 301 secured to a side of the boat dock structure 104.FIG. 3 illustrates a substantially flat top surface 312 of the framerail member 301 and an alternative location for a first channel 316 ofthe frame rail member 301, and accordingly illustrates an outer section344 and an inner section 340 of the first channel 316. In the presentexample, the outer section 340 of the first channel 316 opens at thesubstantially flat top surface 312 of the frame rail member 301. Thefirst channel 316 extends from the top surface 312 of the frame railmember 301 in a direction perpendicular to the length of the frame railmember 301. A first coupling member 332 of a removable rub-rail member328 is complementary in shape to the first channel 316 of the frame railmember 301, thus limiting the rub-rail member 328 to longitudinalremoval from the frame rail member 301. The frame rail assembly 300 maybe utilized as described above with respect to FIG. 1 and FIG. 2, or asotherwise described herein.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly 400 according to the present invention, showing aframe rail member 401 secured to a side of the boat dock structure 104.FIG. 4 illustrates a section 412 of a removable rub-rail member 428adjacent to the first side 102 of the frame rail member 401 andinterposed between the first side 102 of the frame rail member 401 andthe side of the boat dock structure 104. FIG. 4 illustrates analternative location for a first channel 416 of the frame rail member401, and accordingly illustrates an outer section 444 and an innersection 440 of the first channel 416. The outer section 444 of the firstchannel 416 opens to the first side 102 of the frame rail member 401. Afirst coupling member 432 of the removable rub-rail member 428 iscomplementary in shape to the first channel 416 of the frame rail member401, thus limiting the rub-rail member 428 to longitudinal removal fromthe frame rail member 401. The frame rail assembly 400 may be utilizedas described above with respect to FIGS. 1 through 3, or as otherwisedescribed herein.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly 500 according to the present invention, showing aframe rail member 501 secured to a side of a boat dock structure 504.FIG. 5 illustrates an alternative shape for a second channel 520 of theframe rail member 501, and accordingly illustrates an outer section 552and an inner section 548 of the second channel 520. A second couplingmember 536 of a removable rub-rail member 528 may be complementary inshape to the second channel 520 of the frame rail member 501, thuslimiting the rub-rail member 528 to longitudinal removal from the framerail member 501. As also illustrated in FIG. 5, a user may secure theframe rail member 501 (or any of the other frame rail members 101, 201,301, 401) to the side of an existing boat dock structure 504 through theuse of mechanical fasteners, such as counter-set screws 568, nails, orthe like, or, for example, through welding. Alternatively, the framerail member 501 may be configured such that a user may subsequentlyconstruct a boat dock structure to accommodate the frame rail member501, as previously noted. All such methods entailing the use of theframe rail member 501 are encompassed by the present invention.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly 600 according to the present invention, showing afirst rub-rail member 628 and a second rub-rail member 629. Asillustrated in FIG. 6, the frame rail assembly 600 may generally includea frame rail member 601, the first removable resilient rub-rail member628, and the second removable resilient rub-rail member 629. The framerail member 601 may include a first side 602 configured for securing theframe rail member 601 to a side of a boat dock structure, a second side608 opposing the first side 602, an upper section 623 between the firstside 602 and the second side 608, a first channel 616 extending along alength of the frame rail member 601, a second channel 620 extendingalong the length of the frame rail member 601, and a lower section 624between the first side 602 and the second side 608. The first channel616 may generally be located in the upper section 623 of the frame railmember 601. The second channel 620 may generally be located below thefirst channel 616. The first rub-rail member 628 generally projectsoutward from the second side 608 and extends along at least a portion ofthe length of the frame rail member 601. The first rub-rail member 628may include a first coupling member 632 extending through the firstchannel 616 in engagement therewith, and a second coupling member 636extending through the second channel 620 in engagement therewith. Thefirst channel 616 may include an inner section 640 and an outer section644, where the inner section 640 has a larger cross-sectional area thanthe outer section 644. The second channel 620 may include an innersection 648 and an outer section 652, where the inner section 648 has alarger cross-sectional area than the outer section 652. The shapes ofthe first coupling member 632 and the second coupling member 636 may becomplementary to the respective shapes of the first channel 616 and thesecond channel 620, such that the first rub-rail member 628 may belimited to longitudinal removal. The first rub-rail member 628 mayinclude an outer bumper shell 656 projecting outward from the secondside 608 of the frame rail member 601, and an inner rib 660 disposedinside the outer bumper shell 656. The inner rib 660 may generally beconfigured for supporting the outer bumper shell 656 upon heavy impact,and may be oriented so as to be less deformable than the outer bumpershell 656.

As further illustrated in FIG. 6, the frame rail member 601 maygenerally include a third channel 617 in the lower section 624 of theframe rail member 601 extending along the length of the frame railmember 601, a fourth channel 621 generally located above the thirdchannel 617 and extending along the length of the frame rail member 601,and the second removable resilient rub-rail member 629 projectingoutward from the second side 608 of the frame rail member 601 andextending along at least a portion of the length of the frame railmember 601. The second rub-rail member 629 may include a third couplingmember 633 extending through the third channel 617 in engagementtherewith, and a fourth coupling member 637 extending through the fourthchannel 621 in engagement therewith. The third channel 617 may includean inner section 641 and an outer section 645, where the inner section641 has a larger cross-sectional area that the outer section 645. Thefourth channel 621 may include an inner section 649 and an outer section653, where the inner section 649 has a larger cross-sectional area thanthe outer section 653. The shapes of the third coupling member 633 andthe fourth coupling member 637 may be complementary to the respectiveshapes of the third channel 617 and the fourth channel 621, such thatthe second rub-rail member 629 may be limited to longitudinal removal.The second rub-rail member 629 may include an outer bumper shell 657projecting outward from the second side 608 of the frame rail member601, and an inner rib 661 disposed inside the outer bumper shell 657.The inner rib 661 may generally be configured for supporting the outerbumper shell 657 upon heavy impact, and may be oriented so as to be lessdeformable than the outer bumper shell 657.

As further illustrated in FIG. 6, the first rub rail member 628 mayinclude a section 612 that is adjacent to the first side 602 of theframe rail member 601 and which may be interposed between the first side602 of the frame rail member 601 and the side of the boat dock structure(not shown). The second rub-rail member 629 may include a section 613that is adjacent to the first side 602 of the frame rail member 601 andwhich may be interposed between the first side 602 of the frame railmember 601 and the side of the boat dock structure (not shown).

Those skilled in the art will recognize that the frame rail member 601may be configured to accommodate one rub-rail member, or a plurality ofrub-rail members. For example, in one implementation, the secondrub-rail member 629 may be removed from the frame rail assembly 600. Thefirst rub-rail member 628 may be configured such that the outer bumpershell extends below the fourth channel 621, so as to cover, or partiallycover the fourth channel 621, as illustrated by a phantom line 670.Those skilled in the art will also recognize that the frame rail membersdescribed herein may be utilized in conjunction with the interlockingframe rail system described below. As but one example, and as willbecome evident from the discussion below, the first rub-rail member 628and the second rub-rail member 629 may be removed from the frame railmember 601, and the frame rail member 601 may be interlocked with acorresponding frame rail member.

FIG. 7 is a perspective view of an interlocking frame rail system 700according to the present invention, showing a portion of a first framerail member 704 and a portion of a second frame rail member 705. In someimplementations, the interlocking frame rail system 700 may include afirst frame rail member 704, a second frame rail member 705, and aconnector member (not shown). The first frame rail member 704 maygenerally include a first side 706 configured for securing the firstframe rail member 704 to a side of a first boat dock structure 702, asecond side 710 opposing the first side 706, an upper section 714between the first side 706 and the second side 710, a first channel 718in the upper section 714 and extending along a length of the first framerail member 704, a second channel 722 extending along the length of thefirst frame rail member 704, and a lower section 726 between the firstside 706 and the second side 710. The second channel 722 may generallybe located below the first channel 718. The first channel 718 mayinclude an inner section 740 and an outer section 744, the inner section740 having a larger cross-sectional area than the outer section 744.

In the present example, the second frame rail member 705 may generallyinclude a first side 707 configured for securing the second frame railmember 705 to a side of a second boat dock structure (not shown), asecond side 711 opposing the first side 707, an upper section 715between the first side 707 and the second side 711, a first channel 719in the upper section 715 and extending along a length of the secondframe rail member 705, a second channel 723 extending along the lengthof the second frame rail member 705, and a lower section 727 between thefirst side 707 and the second side 711. The second channel 723 maygenerally be located below the first channel 719. The first channel 719may include an inner section 741 and an outer section 745, the innersection 741 having a larger cross-sectional area than the outer section745.

As illustrated in FIG. 7, the first frame rail member 704 may include athird channel 750 extending along the length of the first frame railmember 704 in the lower section 726 of the first frame rail member 704,and a fourth channel 754 above the third channel 750, the fourth channel754 extending along the length of the first frame rail member 704. Thethird channel 750 may include an inner section 764 and an outer section760, the inner section 764 having a larger cross-sectional area than theouter section 760.

As further illustrated in FIG. 7, the second frame rail member 705 mayinclude a third channel 751 extending along the length of the secondframe rail member 705 in the lower section 727 of the second frame railmember 705, and a fourth channel 755 above the third channel 751, thefourth channel 755 extending along the length of the second frame railmember 705. The third channel 751 may include an inner section 765 andan outer section 761, the inner section 765 having a largercross-sectional area than the outer section 761.

FIG. 8 is a perspective view of a portion of the first frame rail member704 illustrated in FIG. 7. As illustrated in FIG. 7 and FIG. 8, in someimplementations, the first frame rail member 704 may include at leastone toe member 730 for securing the first side 706 of the first framerail member 704 to the side of the first boat dock structure 702 (asshown in FIG. 7).

FIG. 9 is a perspective view of a portion of the connector member 900that may be utilized in the interlocking frame rail system 700 accordingto the present invention. The connector member 900 illustrated in FIG. 9may be used to interlock the first frame rail member 704 and the secondframe rail member 705 shown in FIG. 7. The connector member 900 mayinclude a first coupling member 902 and a second coupling member 904.The first coupling member 902 and the second coupling member 904 mayextend continuously along the length of the connector member 900. Aninterlocking frame rail system 700 according to the present inventionmay include an upper connector member and a lower connector member, oneor both of which may be configured as the illustrated connector member900. Alternatively, the interlocking frame rail system 700 may includeonly an upper connector member, or only a lower connector member. Whenthe connector member 900 is utilized as an upper connector member, theconnector member 900 may extend along at least a portion of the lengthof the first frame rail member 704 and at least a portion of the lengthof the second frame rail member 705. The first coupling member 902 mayextend through the first channel 718 of the first frame rail member 704in removable engagement therewith, and the second coupling member 904may extend through the first channel 719 of the second frame rail member705 in removable engagement therewith. The first coupling member 902 maybe complementary in shape to the first channel 718 of the first framerail member 704, and the second coupling member 904 may be complementaryin shape to the first channel 719 of the second frame rail member 705,thus limiting the connector member to longitudinal removal from thefirst and second frame rail members 704, 705.

Continuing with the present example, when the connector member 900 isutilized as a lower connector member, the connector member 900 mayextend along at least a portion of the length of the first frame railmember 704 and at least a portion of the length of the second frame railmember 705. The first coupling member 902 may extend through the thirdchannel 750 of the first frame rail member 704 in removable engagementtherewith, and the second coupling member 904 may extend through thethird channel 751 of the second frame rail member 705 in removableengagement therewith. The first coupling member 902 may be complementaryin shape to the third channel 750 of the first frame rail member 704,and the second coupling member 904 may be complementary in shape to thethird channel 751 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal removal from the first and secondframe rail members 704, 705.

Those of skill in the art will appreciate that the connector member 900may be constructed of various materials, such as extruded aluminum orvarious types of polymeric materials, including resilient materials. Theconnector member 900 may also include a projection 906 that may act as aspacer between the first frame rail member 704 and the second frame railmember 705.

FIG. 10 is an elevation view of the interlocking frame rail system 700illustrated in FIG. 7 and the connector member 900 illustrated in FIG.9, showing the first coupling member 902 of the connector member 900extending through the first channel 718 of the first frame rail member704 in removable engagement therewith, and the second coupling member904 of the connector member 900 extending through the first channel 719of the second frame rail member 705 in removable engagement therewith.As illustrated in FIG. 10, the first coupling member 902 is shapedcomplementarily to the first channel 718 of the first frame rail member704, and the second coupling member 904 is shaped complementarily to thefirst channel 719 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal removal from the first and secondframe rail members 704, 705. The projection 906 of the connector member900 acts as a spacer between the first frame rail member 704 and thesecond frame rail member 705, and extends into a gap 780 between thesecond side 710 of the first frame rail member 704 and the second side711 of the second frame rail member 705. As also illustrated in FIG. 10,the connector member 900 may include a section 908 that is adjacent tothe first side 706 of the first frame rail member 704 and which may beinterposed between the first side 706 of the first frame rail member 704and the side of the first boat dock structure 702. The connector member900 may include a section 910 that is adjacent to the first side 707 ofthe second frame rail member 705 and which may be interposed between thefirst side 707 of the second frame rail member 705 and the side of thesecond boat dock structure (not shown).

FIG. 11 is a side elevation view of an alignment pin 1100 that may beutilized in the interlocking frame rail system 700 according to thepresent invention. Viewed in connection with FIG. 7, the alignment pin1100 may be disposed between the second side 710 of the first frame railmember 704 and the second side 711 of the second frame rail member 705.The alignment pin 1100 may generally include a first end 1108, a secondend 1104, and a spacer member 1112 between the first end 1108 and thesecond end 1104. The first end 1108 may be configured for extendingaxially into a first aperture 770 located in the second side 710 of thefirst frame rail member 704. The second end 1104 may be configured forextending axially into a second aperture (not shown) located in thesecond side 711 of the second frame rail member 705, opposite to thecorresponding first aperture 770. The alignment pin 1100 may be used toalign the first frame rail member 704 and the second frame rail member705, allowing the first frame rail member 704 and the second frame railmember 705 to be easily interlocked through the application of theconnector member 900. The alignment pin 1100 may also aid in carryingany shear load applied vertically or horizontally to an interlockedfirst frame rail member 704 and second frame rail member 705. The spacermember 1112 of the alignment pin 1100 may be configured to provide thedesired spacing between the first frame rail member 704 and the secondframe rail member 705. The interlocking frame rail system 700 accordingto the present invention may include a plurality of such alignment pins1100 disposed between the first frame rail member 704 and the secondframe rail member 705. For this purpose, a plurality of correspondingfirst apertures 770 and second apertures may be provided in therespective first frame rail member 704 and second frame rail member 705.

FIG. 12 is a front elevation view of the alignment pin 1100 illustratedin FIG. 11. As shown in FIG. 12, the spacer member 1112 of the alignmentpin 1100 may be circular in shape. The spacer member 1112 may generallybe constructed of various materials, such as high-density polymers.Those skilled in the art will appreciate that the spacer member 1112 maybe circular, rectangular, elliptical, or various other shapes.

Those of skill in the art will appreciate that the interlocking framerail system 700 according to the present invention may be utilized tointerlock various types of boat dock structures; e.g., walkways, boatdocks, fingers, and the like. It will be understood that frame railmembers as described above with respect to FIGS. 1 through 6 may beutilized in connection with the interlocking frame rail system 700described herein. In one example, frame rail assemblies with removablerub-rails may be secured to two adjoining sides of a boat dockstructure. A corner bumper member may be secured to one or more of thecorresponding channels in the frame rail members of the adjoining sidesof the boat dock structure. As another example, a user may secure framerail members described herein to the sides of boat dock structures, andthe user may utilize the frame rail members in connection with theinterlocking frame rail system 700, or alternatively or additionally,removable rub-rail members may be secured to some or all of the framerail members. All such methods entailing the use of the frame railassemblies and/or interlocking frame rail systems 700 are encompassed bythe present invention.

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems 700 according to thepresent invention. FIG. 13 schematically depicts a walkway 1306, a firstbrace structure 1302, a second brace structure 1304, and a finger 1308.Frame rail assemblies including removable rub-rail members according tothe present invention may be secured to locations 6 through 11, forexample. Interlocking frame rail systems 700 according to the presentinvention may be secured to locations 1 though 5, for example. Analignment pin 1300, or a plurality of alignment pins 1300, as describedherein may be provided in the various interlocking frame rail systems700.

In general, terms such as “coupled to,” and “configured for coupling to”and “secured to” and “in engagement with” (for example, a firstcomponent is “coupled to” or “is configured for coupling to” or is“secured to” or is “in engagement with” a second component) are usedherein to indicate a structural, functional, mechanical, electrical,signal, optical, magnetic, electromagnetic, ionic or fluidicrelationship between two or more components or elements. As such, thefact that one component is said to couple to a second component is notintended to exclude the possibility that additional components may bepresent between, and/or operatively associated or engaged with, thefirst and second components.

The foregoing description of implementations has been presented forpurposes of illustration and description. It is not exhaustive and doesnot limit the claimed inventions to the precise form disclosed.Modifications and variations are possible in light of the abovedescription or may be acquired from practicing the invention. The claimsand their equivalents define the scope of the invention.

What is claimed is:
 1. A frame rail assembly for a boat dock structure,the frame rail assembly comprising: a frame rail member including afirst side configured for securing the frame rail member to a side ofthe boat dock structure; a second side opposing the first side; a firstchannel extending along a length of the frame rail member; and a secondchannel below the first channel, the second channel extending along thelength of the frame rail member; and a first removable resilientrub-rail member projecting outward from the second side and extendingalong at least a portion of the length of the frame rail member, thefirst rub-rail member including a first coupling member having across-section shaped complementarily to a cross-section of the firstchannel and extending through the first channel in engagement therewith,and a second coupling member having a cross-section shapedcomplementarily to a cross-section of the second channel and extendingthrough the second channel in engagement therewith, wherein the firstrub-rail member includes an outer bumper shell projecting outward fromthe second side, and an inner rib disposed inside the outer bumper shellbut not attached to the outer bumper shell, and configured forsupporting the outer bumper shell upon heavy impact, the inner rib beingoriented so as to be less deformable than the outer bumper shell;wherein the cross-sections of the first coupling member and the secondcoupling member are sized and shaped such that the first coupling memberand the second coupling member are limited to longitudinal insertioninto and removal from the first channel and the second channel,respectively.
 2. The frame rail assembly of claim 1, wherein the outerbumper shell includes at least one raised ridge for improved traction.3. The frame rail assembly of claim 1, wherein the first channelincludes an inner section and an outer section, the inner section havinga larger cross-sectional area than the outer section; and the secondchannel includes an inner section and an outer section, the innersection having a larger cross-sectional area than the outer section. 4.The frame rail assembly of claim 1, wherein the frame rail memberincludes an upper section through which the first channel extends, and alower section, and further comprising: a third channel in the lowersection of the frame rail member extending along the length of the framerail member; a fourth channel above the third channel, the fourthchannel extending along the length of the frame rail member; and asecond removable resilient rub-rail member projecting outward from thesecond side and extending along at least a portion of the length of theframe rail member, the second rub-rail member including a third couplingmember extending through the third channel in engagement therewith, anda fourth coupling member extending through the fourth channel inengagement therewith.
 5. The frame rail assembly of claim 4, wherein thefirst and second rub-rail members include respective outer bumper shellsprojecting outward from the second side, and respective inner ribsdisposed inside the outer bumper shells configured for supporting therespective outer bumper shells upon heavy impact, the respective innerribs being oriented so as to be less deformable than the respectiveouter bumper shells.
 6. The frame rail assembly of claim 4, wherein: thefirst channel includes an inner section and an outer section, the innersection having a larger cross-sectional area than the outer section, andthe second channel includes an inner section and an outer section, theinner section having a larger cross-sectional area than the outersection, the first coupling member has a cross-section shapedcomplementarily to the first channel; the second coupling member has across-section shaped complementarily to the second channel; and thefirst channel and the second channel are configured such that the firstrub-rail member is limited to longitudinal removal; and the thirdchannel includes an inner section and an outer section, the innersection having a larger cross-sectional area than the outer section, andthe fourth channel includes an inner section and an outer section, theinner section having a larger cross-sectional area than the outersection, the third coupling member has a cross-section shapedcomplementarily to the third channel; the fourth coupling member has across-section shaped complementarily to the fourth channel; and thethird channel and the fourth channel are configured such that the secondrub-rail member is limited to longitudinal removal.
 7. The frame railassembly of claim 1, wherein the cross-section of the first couplingmember is substantially the same in area as the cross-section of thefirst channel and the cross-section of the second coupling member issubstantially the same in area as the cross-section of the secondchannel.